Motor vehicle



June 22, 1943. J. epvmczu. 2,322,676

moron VEHICLE Filed April '26. 939 4 Sheets-Sheet 1 INVENTOR A TORNEYS June 22, 1943. J. euvmcsn'r moron vnmcw Filed April 26. 1939 '4 Sheets-Sheet 2 lll'ff/trl I E l in! A Phi! ATTORNFVS J1me 1943. J. G. VINCENT oron VEHICLE Filed April 26. 1959 4 Sheets-Sheet 5 m l m 0 J M on@ Md v \N W. n9

June 22, 1943.

J. G. VINCENT MOTOR VEHI CLE Filed April 26, less 4 Sheets-Sheet 4 INVENTOR.

?4*f7, UZAZZTVW ATTORNEYS Patented June 22, 1943 UNITED STATES. PATENT OFFICE.

2,322,676 Moron. VEHICLE Jesse G. Vincent, Grosse Pointe, Miclh, assignor to Packard Motor Car Company, Detroit, Mich., a corporation of Michigan Application April 26', 1939, Serial No. 230,167

I 7 Claims. (Cl. 74-330) This invention relates to power transmission mechanism and more particularly to the control of change .speed gearing for use in motor driven vehicles.

In some forms of change speed gearing employed with motor driven vehicles, a plurality of clutches are actuated to select the gear train through which the drive is established and an object of this invention is to provide control mechanism for selectively engaging and disengaging the clutches to secure the desired drive in any one of several speeds.

Another object of the invention is to selectively control clutches in change speed gearing by a pair. of mechanisms one of which is actuated manually and the other of which is actuated by pressure under control of the manually actuated mechanism.

members in .a change .speed gearing that will engage a pair of clutches in sequence.

Still another object of the invention is to provide a control for two pairs of clutches in change speed gearing in which a manually actuated lever selectively engages a clutch in one pair and actuates a valve in a fluid pressure system for selectively shifting a clutch in the other pair.

Other objects of .the invention will appear from the following description taken in connection with the drawings, which form a part of this specification, and in which:

Fig. 1 is a vertical sectional view through a motor vehicle change speed mechanism with which the invention is associated;

Fig. 2 is a top plan view of the power unit and the change pe d gearing. partly broken away to show a shift rail mechanism; v

Fig. 3 is a fragmentary side elevational view, partlyv broken away, anism;

Fig. 4 is a sectional view through the change speed mechanism taken on line 4-4 of Fig. 1;

Fig. 31s a sectional view taken on line 5-5 of Fig. 1;

Fig. 6'is a sectional view of a portion of a shift mechanism taken on. line 66 of Fig. 4;

Fig. 7 is a sectional view of the fluid pressure control valve structure taken on line of Fig- Fig. 8 is a diagrammatic in neutral position;

of the change speed mechillustration of the; change speed mechanism as it is controlled when Fig. 9 is a similar diagrammatic view of the mechanism in first speed forward drive;

Fig. 10 is a similar diagrammatic view ofthe mechanism in second speed forward drive;

Fig. 11 is a similar diagrammatic view of the mechanism shown in third speed forward drive;

Fig. 12 is a similar diagrammatic view of the mechanism, in overdrive or fourth speed forward position:

Fig. 13 is a similar diagrammatic view of the mechanism. shown in reverse position.

The chang speed mechanism and the control therefor herein described can be applied to motor vehicles of conventional design and only the parts of the vehicle necessary for an explanation of the invention are illustrated.

The power transmitting unit consists of -a conventional engine 20, a housing 20 containing a flywheel and a main clutch, not shown, and a portion of the clutch mechanism of thechange speed mechanism, a change speed casing 22 and a casing 23 containing another portion of the clutch mechanism for the change speed gearing. These several casings are arranged preferably in alignment in the order namedand are secured together as a unitary structure.

The main clutch controlled drive shaft 24 extends into a chamber 25 formed by housing 2| and terminates in a pilot 26 on which the forward end of a driven shaft 21 is journaled. This shaft 21 extends through casing 22 and into casing 23 where its rear end engages thrust bearings 28 mounted in the hollow end of a tail shaft 29. In casing 22 is also arranged a lay shaft 30 having its ends mounted in the end walls of the casing, and rotatably mounted on the lay shaft is a gear cluster 3| comprising gears 42, 32, 33 and 34. The gear 32 is arranged in constant mesh with a gear 35 formed on the driven shaft 21, gear 33 is in constant mesh with a gear 36 fixed on the end of a. sleeve 31 that is rotatably mounted on the driven shaft 21. Gear 34 is arranged in alignment with a gear 38 fixed on the sleeve 39 rotatably mounted upon the gear sleeve 31. and an idler gear 4|) is slidably splined on a shaft 4| carried in the change speed gearing casing for establishing a.

Y driving relation between gears 34 and 38. Gear 42 meshes with gear 43 fixed on a sleeve 44- that extends through the front wall of the change speed gear casing and is rotatably mounted on the driven shaft 21.

Clutch means for selectively establishing the drive from shaft 24 to shaft 23 through the change speed gearing is arranged in the ber 25 of casing 2| andwithin the casing 28. A clutch element 45 is splined on the forward end of the driven shaft 21 and a clutch element 46 is splined on the forward end of the sleeve 44. These clutch elements are contained within a drum 41 fixed to a flanged end 48 of the shaft 24 by suitable means such as rivets 49. The clutch element 45 is formed with peripheral teeth 59 and with a cone friction surface 5|.

9 The clutch element 46 is formed with peripheral teeth 52 and a friction cone surface 53. Between these clutch elements 45 and 46 is arranged a clutch structure consisting of an axially shiftable hub section 54 having a pair of friction end elements 5,5 and a toothed periphery 56. An outer ring member 51 surrounds the hub and has internal teeth meshing in sliding relation with the teeth 54. This outer ring member is formed with neck portions 58 that extend through longitudinal slots 59 in the drum 41 and to such neck portions is secured a collar'69 in which a shift yoke 6| is located. Spring pressed balls 62 are carried in the hub element 54 and are arranged to engage in recesses 63 formed in the teeth of the outer ring member 51.

The drum 41 fixed to the drive shaft engages the neck portions of the ring clutch element 51 in arelation to rotate the'same therewith, and the toothed relation of this ring clutch member with the clutch hub element 54 causes the shiftable clutch structure to rotate as a unit. When the shiftable clutch structure is in neutral position the balls 62 are seated in the recesses 63, and when the yoke 6| moves the outer ringmember forwardly or rearwardly these balls serve --to carry the hub 52 with the outer ring 58 until As a means for controlling the movement of the front and rear shiftable clutch structures I provide two axially movable rails 13 and 14. The rail 13 is slidably carried by the end walls of the chamber 25 and the rail- 14 is slidably carried by the front and .rear walls of the casing 23. Another rail 15 extends longitudinally of the casing 22 and is axially movable in bearings formed in the front and rear walls of such casing. This rail 15 projects forwardly into the chamber 25. Fixed on the rail 15 is a yoke 16 for engaging the collar portion of the idler gear ill and the yoke 6| is fixed to the rail 13 to be shifted therewith. Fixed on the rail 14 is the yoke 1| that engages the ring portion 60 of the rear clutch structure. The casing 22 is formed with a tower 18 that is bolted on the top thereof and in which the ball end of the shift lever 19 is pivotally mounted. The lower end of this shift lever is formed with a boss 89 that projects into a recess 8| of the yoke 6| for shifting the rail 13 fore and aft therewith. The lower end 62 of the lever is arranged to extend into an H-slot in a plate 83 fixed to the inner wall of the casing 2| by suitable means such as studs 64. This lower end of the lever 19 lies adjacent a slot 85 in the shift rail 15 so that when thrown into one extreme transverse position it will engage in the slot in relation to shift the rail when the lever is rocked. The lever 19 is urged away from the slot 85 in the rail 15 by a coil spring 86 that bears againsta plunger 81. A portion of the plunger and the coil spring is contained within.

- a recess in the boss portion of the lever 19 and one of the friction elements engages with the cone friction surface on the clutch element being approached. After these friction surfaces engage, continued movement of the ring member a portion of the plunger extends'beyond the lever in the slot 8| to engage the yoke 6|.

The rail 13 may be provided with notches 88 in which spring pressed retainer balls .89 can seat for holding the rail in position establishing 58 will cause the same to move axially relative to the hub member to engage itsinternalteeth a neutral relation or the several clutch engagiing positions, and the rail 15 is provided with similar notches and balls for fixing it in or out of with the teeth of the clutch element toward -which it is approaching and of course the en-- gagement of the friction surfaces will in the meantime have caused the shiftable clutch structure to be rotated at the same speed as the clutch element with which it engages to thereby synchronize the parts so that the teeth will not clash when engaged. The front clutch will be desig nated as A and the rear front clutch will be designated as B, for convenience in a description of the operation.

In the casing 23 is arranged a clutch structure similar to that just described. At the forward end of the tail shaft is a flange 64 to which a drum' 65 is fixed by suitable means such as bolts 66, and the forward end of this drum is splined to the rear end of the gear sleeve 39. Within the drum is arranged a forward clutch element 61 splined to the gear sleeve 31 and a rear'clutch element 68 splined to the driven shaft 21. These clutch elements are each formed with peripheral teeth 69 and a friction surface 19 for engagement by a shiftable clutch structure corresponding to that at the forward end. 01' the change speed gearings and having the collar 69-engaged by a yoke 1|. The forward rear clutch will be desreverse driving position. The extension 82 of lever 19 can be rocked transversely of the casing through the gate in the. plate 83 to engage in the slot 85 in the rail-15, and when this is done the actuating connection between the lever and the slot 8| in the yoke 6| ismaintained. In order, however, to move the lever into engagement with the rail 15, the pressure of the coil spring 86 must b overcome so that without the exertion of extra pressure in the transverse direction, engagement of the rail 15 by the lever will not take place. As previously stated, the lever is always in actuating relation with the yoke 6| so that when the lever is shifted fore and aft it will carry the collar 69 therewith and when engaged with the rail 15 it will of course carry this rail therewith in a longitudinal direction. Thus by shifting the lever transversely it can be made to engag or disengage the rail 15 and when shifting the lever 19 longitudinally it will always move the yoke 6| therewith and will move 'the rail ignated as C and the rearmost clutch will be 7 designated as D, for convenience in describing the operation of the mechanism. The outer ring member 58 has in this instance neck portions that extend through slots in the drum in a manner similar to that set forth in the description of thei'twoforward clutches A and B,

15 therewith when engaged. Thus when the rail 15 is shifted to move the idler reverse gear 49 into mesh with the gears 34 and 38 clutch A will '7 also be engaged through actuation of the yoke 6|, however, clutches A or B can be engaged or disen aged by the clutch structure by fore and aft movement of the shift lever when the rail 15 is not engaged thereby.

The shift rail 14 for. controlling the rear clutches is actuated by fluid. pressure. means under control of the shift lever 19, and by shifting the lever a desired drive can be established i erated. This lever is pivotally mounted upon a boss 92 formed on the casing 23 and it is also pivotally connected to a rod 93 that extends into a power cylinder 94 wherein it is fixed to piston 95. This cylinder is preferably pivotally connected at 96 to a-bracket 91 fixed to one side of casing 22. As a means of motive power for the piston, the cylinder is connected with the intake manifold 99 of the engine by a conduit system that includes a control valve casing 99 formed preferably as an inner part of casing 22. In this casing 99 is a plunger control valve I99 that is connected by a link IM to the shift lever extension 92 and the connection between the link and the lever is preferably in the form of a ball joint, as indicated at I92, so that the valve is not influenced by fore and aft movements of the shift lever. Various connections other than that described can be provided for operating the valve through means of the lever.

Between the intake manifold and the valve casing 99 is a conduit I93, and between the valve casing and the cylinder 94 are three conduits I94, I95 and I96. The conduit I94 opens to the interior of the cylinder adjacent its rear end, the conduit I95 opens to the interior of the cylinder approximately centr'ally between its ends and the conduit I96 opens to the interior of the cylinder adjacent its forward end. These three conduits I94, I95 and I 95 are connected with individual ports through the wallof the valve casing and the valve I99 is formed with an angular opening I91 to selectively establish communication between the conduit I93 and any one of the conduits I94, I95 or I99. Within the valve casing is a spring I99 that urges the valve toward the lever extension 92 to normally keep the lever rocked to the high speed. position. The valve 1 casing is' also provided with a pair of vents I99 that align with conduits I94 and'I95 and the valve is formed with a pair of circular recesses H9 in order to selectively open the ends of the power cylinder to atmosphere.

When clutches A and C are engaged first speed forward drive will result and when clutches B and C are engaged second speed forward will be established. Engagement of clutches A and D will establish third speed forward drive through the change speed gearing and overdrive will be established when clutches B and D are engaged. Reverse drive is obtained through the mechanism when. clutch A .is engaged and the pinion 49 is moved into engagement with gears 34,9.nd 39. When the clutches are disengaged then the change speed gearing will be in neutral position and thus the main clutch can be dispensed with if desired.

The rear clutches C and D are operated by sure system is so related that the fluid system is opened to the selected rear clutch to be engaged prior to engagement of the selected forward clutch. The relation of the fluid control is such that while the lever is moving through the gate portion of the H-control plate the valve will be shifted to allow the pressure system to function and thereby shift the rail I4 slightly prior to the manualshifting of the rail I3. A similar arrangement exists between the shifting of rails I3 and 15. The organization of the levers is such that the rail I5 will be actuated to move When they shift lever lies in the central portion of the gate in the H-slot of the control plate 93, as shown in Fig. 8, the clutches A, B, C and D will be disengaged. To obtain first speed'forward drive through the change speed gearing, engagement of clutches A and C is made and the drive will be through ,clutch element 45, the shaft 21, the gears 35. 32, 33 and 36, the clutch elements GI and 59, and the drum to the tail shaft 29. The shift lever extension must be placed in a position in the slot in the control bracket 83 as shown in Fig. 9. As the lever extension is moved laterally in the gate of the H- slot to a point where it aligns with the slot in which it is to enter, the valve I99 will be moved by line I9I to a position such that the opening I91 connects conduit I95 with conduit I93 and opens conduit I94 to atmosphere, the pressure differential in the power cylinder thereby moving the piston 95 forwardly to engage clutch C. After der such circumstance the valve'would be in the position shown in Figs. 7 and 9 and the conduit I94 leading to the rear of the cylinder'will be open to atmospheric pressure because one of the grooves II9 will align with one of the ports I99 in the -valve casing and'the pressure differential at the two sides of the piston will of course move it to its forwardposition. Whenever the lever extension lies in the gate of the control bracket 93 the valve will be open toone of the conduits I95, I94 and I99 or-it will lie with its opening I9! intermediate such conduits so thatclutches C or D will be engaged or disengaged.-

When second speed forward drive is desired clutches B and C are engaged so that the drive will pass from shaft 24 to the drum. 41 and through the front shiftable clutch structure to the clutch element 46, thus driving gear 43 and the gear cluster mounted on the lay shaft 39. Engagement of the clutch C will transmit the drive from the gear clu'sterto'the tall shaft in the same manner as when first speed forward is established, that is through gears 33, 36, clutch elements 61 and 59 and the rear drum 65. When shifting to such position the shift lever is rocked longitudinally inan opposite direction to that in which it is rocked when first speed forward is established so the upper portion or the lever will be moved forwardly thus shifting the extension of the lever rearwardly inthe slot opposite the first speed forward slot, see Fig. 10. The lever is moved transverselyto first locate the valve I 99 in the same position as it is in Fig. 7 when first speed forward is established and hence the power piston will be at the forward end of the cylinder 94 moving the shift rail therewith to its forward position for engaging clutchC. The extension of the shift-lever is then moved rearwardly and moves the shift rail I3 therewith to engage clutch B.

When third speed forward is desired clutches A and D are engaged, see Fig. 11, so that the drive is from the drum 4! to the clutch elements 59 and 45, the shaft 21, the clutch elements 69 and 59 and the drum 65 to the tail shaft 29. To obtain this drivethe shift lever is moved to the position shown in Fig.11 and in so doing, movement of the lever in the gate of the slot will establish communication between conduits I04 and I03 and will open conduit I05-toatmosphere through a recess U and a port I09 'so that the piston will be moved rearwardly and. will move the shift rail M in the same direction to engage clutch D. Upon forward movement of the lever extension and by rearward movement of the upper part of the lever, the shift rail I3 will be moved to engage clutch A.

The gearing is so arranged that fourth speed forward is of an Overdrive type and to obtain this drive the shift lever is moved to the position shown in Fig. 12 thereby engaging clutches B and D. Under such circumstance the valve I00 is first moved to establish communication between conduit I04 and I03 which opens the conduit I 05 to atmosphere. The piston 95 thus moved to the rear of the cylinder and clutch D will be engaged.

Rearward movement of the shift lever will then engage the forward shiftable clutch element with the clutch element 46. so the driv will be from the drum 41 through the clutch elements 58 and.

46 to the gear 43 and from gear 43 to the gear cluster. Power is transmitted from the gear cluster to gear 35 and through the clutchele- 'ments 68 and 58 to the drum 65 which is fixed to the tail shaft 29.

When reverse drive is desired the lever is moved I into the position shown in the slotted keeper plate as in Fig. 13. In order for the lever to assume this position it was necessary for the operator to move the lever transversely to the right end of the gate whereupon the action of sprin 06 will be overcome and the lever extension 82 will engage the slot 85 in the shift rail 15. At the same time the lever extension retains its actuating relation in the groove 8I of the clutch yoke 6|. This transverse positioning of the lever moves the valve I00 into a position where the passage I01 communicates with conduit I06 and hence the piston 95 will be moved to central or neutral position so that neither of the rear clutches will be engaged. Forward movement of the lever extension first meshes the idler 40 with gears 38 and 34 and then engages clutch A. The drive will then be from drum 41 to clutch elements 58 and 45 to shaft 21, through gears 35, 32, 34, 40 and 38 to drum 6-5 fixed to the tail shaft.

It will be seen that four forward drives and a reverse drive can be selectively obtained by means of two pairs of clutch means upon the operation of a lever that controls one pair of clutch means and controls power means that controls the other pair of clutches. 1

Although the invention has been described in connection with a specific embodiment, the principles involved are susceptible of numerous other applications which will readily occur to persons skilled in the art. The invention is therefore to the lever to the valve, and a spring acting against said valve to normally urge the lever into position establishing the highest speed ratio establishing position of the shiftable clutch means.

3. In a change speed gearing for motor vehicles, control mechanism comprising two pairs of clutches operable to select one of a plurality of driving ratios in the gearing, shiftable means for each pair of clutches .operable to establish a plurality of speed ratios, a fixed bracket having an H-slot therein, a manually operative lever having an extension projecting through the H-slot in the bracket, a shift rail connected to operate one of said shiftable clutch means, a mechanism directly connecting the lever with said rail, a second shift rail connected to operate the other shiftable clutch means, power operated mechanism connected to actuate the second shift rail, a valve controlling said power operated mechanism, and a connection between the lever and the valve whereby the valve is shifted upon movement of the lever extension in a direction lengthwise of the gate in the H-slot of the bracket to operate the second rail, the first mentioned rail being shifted upon movement of the lever extension in the end slot portions in the bracket. 4. In a change speed gearing for motor vehicles having gearing through which a plurality of driving speeds can be established, control mechanism for establishing the drive through the gearing comprising shiftable clutch members each operable to establish two driving speeds, a lever connected to actuate on of said shift mem-- bers, a reverse idler gear adapted to be shifted into and out of operative relation in the gearing lever, said valve beingmoved by saidJever to shut off said power means when said reverse idler is shifted into operative relation.

5. In change speed gearing for motor vehicles, control mechanism comprising two clutch be limited only as indicated by the scope of the appended'claims.

What is claimed is: J I

1. In a change speedgearing, avpair of clutches including shiftable means for establishing two ing reverse drive, a. rail connected to shift said shiftable clutch means, a rail connected to shift said idler, a manually operable lever constantly structures operable to select one of a plurality of forward driving ratios in the gearing, a shiftable idler gear for establishing reverse drive, separate mechanisms operable to shift the clutch structures and the idler gear, a manually operable lever conn'ectedto one of the clutch shifting mechanisms and to the idler gear shift mechdriving ratios, a shiftable idler gear for establishanism for actuating the same, .vacuum power means connected, to operate the other clutch structureshifting mechanism, a valve in the vacuum power means shiftable in opposite directions to control the direction of power application to the associated clutch structure shift mechanism,

said valve having a neutral position in which the power application is shut off, and'tn actuator connection between the valve and the lever.

2. In a change speed gearing for motor ve- I the gearing, a pivoted lever movable in one path transversely of the vehicle and in three paths longitudinally of the vehicle, a direct connection between the lever and one of the clutch mem-' bers responsive to longitudinal movement 01' the cles, control mechanism comprising two pairs of lever, idler gear shift mechanism adapted to be engaged by said lever at one end of its trans-,

verse movement and movable with the direct clutch member connection, power means for actuating the other clutch member, a control valve for the power means directly connected to the lever and responsive to its movement transversehr of the vehicle to engage the associated clutch member when the lever is in two of the three positions of longitudinal movement, said valve rendering said power means ineflective to engage the associated clutch member when the lever is moved into engagement with the idler gear shift mechanism.

7. In a change speed gearing for motor vehiclutchcs selectively engageable to establish any one of a plurality of driving ratios in the gearing, shift means connected with each pair of clutches, a shift lever, mechanism operatively connecting said lever with one or said shift means, power means operatively connected with the other of said shift means, means controlling eflective operation of said power means, means operatively connecting the lever to the powercontrol means, and means acting between said power control means and said lever to normally urge the lever into position establishing the highest speed ratio establishing position of the shift means.

' JESSE G. VINCENT. 

